| Imperial Japanese Army Air Service | |
|---|---|
| 大日本帝國陸軍航空部隊 Dainippon Teikoku Rikugun Kōkūbutai | |
.svg) | |
| Active | 1912–1945 |
| Country |  Empire of Japan |
| Branch |  Imperial Japanese Army |
| Type | Air force |
| Role | Aerial warfare |
| Part of | Imperial Japanese Armed Forces |
| Engagements | World War I Mukden Incident Sino-Japanese War II Battles of Khalkhin Gol World War II |
| Commanders | |
| Ceremonial chief |  Emperor of Japan |
| Notable commanders | Hajime Sugiyama Prince Naruhiko Higashikuni Shunroku Hata Masakazu Kawabe |
| Insignia | |
| Roundel | .svg) |
TheImperial Japanese Army Air Service (IJAAS) orImperial Japanese Army Air Force (IJAAF;Japanese:大日本帝國陸軍航空部隊,romanized: Dainippon Teikoku Rikugun Kōkūbutai,lit. 'Greater Japan Empire Army Air Corps') was theaviation force of theImperial Japanese Army (IJA). Its primary mission was to provide tacticalclose air support for ground forces, as well as a limitedair interdiction capability. The IJAAS also providedaerial reconnaissance to other branches of the IJA. While the IJAAS engaged instrategic bombing of cities such asShanghai,Nanjing,Canton,Chongqing,Rangoon, andMandalay, this was not the primary mission of the IJAAS, and it lacked aheavy bomber force.
It did not usually control artillery spotter/observer aircraft;artillery battalions controlled thelight aircraft andballoons that operated in these roles.
TheImperial Japanese Navy Air Service was responsible for long-range bomber and attack aircraft, as well as strategic air defense. It was not until the later stages of thePacific War that the two air arms attempted to integrate the air defense of thehome islands.
The Japanese military became interested in the use of captive balloons in the mid 19th century, having noted their use by Western European armies. The first experimental ascent by the Japanese was in 1874 at the cadet military school. Japan began to construct its own balloons in 1877 based on a French one they had acquired. Yamada Isaburô, an industrialist, started to develop a hydrogen balloon in 1897. In 1900 he invented a cylindrical kite balloon and sold them to the Imperial Japanese Army. The army first used them operationally during theRusso-Japanese War of 1904-1905 for artillery spotting.[1][2][3]
In 1907, Lieutenant CommanderEisuke Yamamoto approached the Ministers of the Army and Navy, GeneralMasatake Terauchi and AdmiralSaitō Makoto. They formulated an aeronautical policy and established a dedicated military balloon unit. In 1909, together with theImperial Japanese Navy and theTokyo Imperial University, the Rinji Gunyo Kikyu Kenkyukai (Temporary Military Balloon Research Association) was set up. The association was chaired by Major GeneralMasahiko Obama and continued to drive Japanese aviation policy until 1920.[1] During March of that year Army Lieutenant Hino and Navy Engineer Sanji Narahara each designed an aircraft. Narahara flew the aircraft on 5 May 1910 making it the first Japanese built plane to do so. Subsequent designs were unsuccessful and the Army and Navy decided to utilise foreign aircraft until they could build a sufficient level of technical skill in Japan to design and build their own aircraft.[4][2]
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In 1910, the society sentCaptain Yoshitoshi Tokugawa andCaptain Hino Kumazō to France and Germany, respectively, to receive pilot training and purchase aircraft.[5] The Japanese Army purchased its first aircraft, aFarman biplane and aGrade monoplane, which had been brought back by the officers from Western Europe.[5] On December 19, 1909, Captain Yoshitoshi Tokugawa in aFarman III conducted the first successful powered flight on Japanese soil atYoyogi Parade Ground in Tokyo.[1] The following year in 1911, several more aircraft were imported and an improved version of the Farman III biplane, theKaishiki No.1, was built and flown in Japan by Captain Togugawa.[5] Also in 1911 a policy decision was made to split the Army and Navy aviation into two separate organisations.[4]
| Year | Aircraft | Type | Number |
|---|---|---|---|
| 1910 | Farnham | III | 1 |
| Grade | monoplane | 1 | |
| 1911 | unspecified | unspecified | |
| Kaishiki | No 1 | 1 |
In 1914, with the outbreak of war, the Japanese laid siege to the Germancolony of Qingdao, aircraft from the army together with navy'sseaplane carrierWakamiya conducted reconnaissance and bombing operations. The Provisional Air Corps consisting of fourMaurice Farman MF.7 biplanes and a singleNieuport VI-M monoplane flew 86 sorties between them.[6] In December 1915, an air battalion based around 1 air company and 1 balloon company was created under the Army Transport Command and located atTokorozawa. The Army Transport Command became responsible for all air operations.[7] In total 10 aircraft were added the Army Air Service in 1914 and 1915.[8]
A number of Japanese pilots served withFrench flying corp during the war.Kiyotake Shigeno joined the corps in December 1914. He was a member of the league of French flying aces having shot down two confirmed and six unconfirmed German aircraft. He also was awarded the Ordre national de la Légion d’honneur, France's highest decoration.Kobayashi Shukunosuke became a licensed pilot in December 1916, dying in combat during the 1918 Spring Offensive. He was posthumously awarded the Croix de Guerre.Isobe Onokichi,Ishibashi Katsunami,Masaru Kaiya (IJN),Tadao Yamanaka,Masatoshi Takeishi,Isakitchy Nagao, andMoro Goroku, a Kawasaki aircraft engineer, also served in the French Flying corp.[9][10]
However, serious interest in military aviation did not develop until afterWorld War I. Japanese military observers inWestern Europe were quick to spot the advantages of the new technology, and after the end of the war, Japan purchased large numbers of surplus military aircraft, including 20Sopwith 1½ Strutters, 3Nieuport 24s, and 6Spads. To cope with this increase in the number of available aircraft the first flying school was set up at Tozorozawa (Tokorozawa Rikugun Koku Seibi Gakkō) followed byAkeno andShimoshizu.[8] AFrench military mission was invited to Japan to help develop aviation. The mission was headed byJacques-Paul Faure and composed of 63 members to establish the fundamentals of the Japanese aviation, the mission also brought several aircraft including 30Salmson 2A2 as well as 2Caquot dirigibles. In 1919 40Nieuport, 100Spad XIII, and twoBreguet XIV.[7] During this time Japanese aircraft were being used in combat roles during the 1920Siberian Intervention against theBolshevikRed Army nearVladivostok.
From 1918 reorganisation of the Army Air Service, the basic unit of the Service remained the Air Battalion (航空大隊, Kōkū Daitai), with each battalion consisting of two squadrons (中隊, Chutai) with nine aircraft each, plus three reserve aircraft and three earmarked for use by the headquarters, for a total of 24 aircraft per battalion. The officer commanding the chutai was the Chutaicho, whose rank was usually that of captain. The commander's aircraft often had distinctive markings, often a partly or totally scarlet, red, orange or yellow tail.
The first aircraft factory in Japan,Nakajima Aircraft Company, was founded in 1916 and later obtained a license to produce theNieuport 24 andNieuport-Delage NiD 29 C.1 (as the Nakajima Ko-4) as well as theHispano-Suiza engine. Nakajima later license-produced theGloster Sparrowhawk andBristol Jupiter. Similarly,Mitsubishi Heavy Industries started producing aircraft under license fromSopwith in 1921, andKawasaki Heavy Industries started producing theSalmson 2 A.2 bomber from France, and hired German engineers such as Dr.Richard Vogt to produce original designs such as theType 88 bomber. Kawasaki also produced aircraft engines under license fromBMW. By the end of the 1920s, Japan was producing its own designs to meet the needs of the Army, and by 1935 had a large inventory of indigenous aircraft designs that were technically sophisticated.
Japanese army aviation was organized into a separatechain of command within theMinistry of War of Japan in 1919. In May 1925, the Imperial Japanese Army Air Corps was established under the command of Lieutenant GeneralKinichi Yasumitsu, it was regarded as a branch equal to the artillery, cavalry or infantry,[7] and contained 3,700 personnel with about 500 aircraft.[7] In a reorganization of 1927-05-05, theAir Regiment (飛行連隊,Hikō Rentai) was created, each consisting of two battalions, with each battalion consisting of up to four squadrons. Each Air Regiment was a mixed purpose unit, consisting of a mixture offighter andreconnaissancesquadrons.
By World War Two the command structure of the Imperial Japanese Air Service fell under three separate areas. Operations were controlled by the Chief of General Staff through the area Army's direct to the Air Army's in each respective area. Training fell under theInspectorate General of Aviation and personal, administration, and procurement fell under both the Minister of War and the Aviation Headquarters.[8]
See the respective Air Army:
See theInspectorate General of Aviation
By 1941, the Japanese Army Air Force had about 1,500 combat aircraft. During the first years of the war, Japan continued technical development and deployment of increasingly advanced aircraft and enjoyedair superiority over most battlefields due to the combat experience of its crews and the handling qualities of its aircraft.
However, as the war continued, Japan found that its production could not match that of the Allies. On top of these production problems, Japan faced continuous combat and thus continued losses. Furthermore, there were continual production disruptions brought on by moving factories from location to location, each transfer with the goal of avoiding the Allied strategic bombing. Between these factors and others, such as the restricted strategic materials, the Japanese found themselves materialistically outmatched.
In terms of manpower, Japan was even worse off. Experienced crews were killed and replacements had not been planned. The Japanese had lost skilled trainers, and they did not have the fuel or the time to use the trainers they did have. Because of this, towards the end of its existence the JAAF resorted tokamikaze attacks against overwhelmingly superior Allied forces.
| Imperial Japanese Armed Forces |
|---|
 |
| Administration |
| Imperial Japanese Army (Dai Nippon Teikoku Rikugun) |
 Imperial Japanese Navy(Dai Nippon Teikoku Kaigun) |
| Rank insignia |
| History |
Important aircraft used by the Imperial Japanese Army Air Force during theSecond Sino-Japanese War andWorld War II were:
With the start of theSecond Sino-Japanese War in 1937, operational conditions favored the use of many small units, resulting in the creation of manyDokuritsu Hikō Daitai (独立飛行大隊, independent Air Battalions) or evenDokuritsu Hikō Chutai (独立飛行中隊, independent squadrons), each with its own distinctive markings.
In August 1938, a complete re-organization of the Army Air Service resulted in the creation of theHikō Sentai (飛行戦隊, Air Combat Group), which replaced all of the former Air Battalions and Air Regiments. Each Air Combat Group was a single-purpose unit consisting typically of three squadrons, divided into threeshōtai (小隊, flights) of three aircraft each. Together with reserve aircraft and the headquarters flight, an Air Combat Group typically had 45 aircraft (fighter) or up to 30 aircraft (bomber or reconnaissance). Two or more Air Combat Groups formed anHikōdan (飛行団, Air Brigade), which, together with base and support units and a number of Independent Squadrons, formed anHikō Shudan (飛行集団, Air Corps).
In 1942, the Air Corps were renamedHikō Shidan (飛行師団, Air Divisions), to mirror the terminology forinfantry divisions, but the structure remained the same. Two Air Divisions, together with some independent units made anKōkū gun (航空軍, Air Army).
Throughout most of thePacific War, the Japanese Army Air Service was organized into four Air Armies, with two more added in the final stages of the war:
In April 1944, a reorganization of the Japanese Army Air Service occurred. Maintenance and ground service units, formerly a separate command, were merged into the Air Combat Group (Hiko Sentai). The flying squadrons of the Air Combat Group were re-designated asHikōtai (飛行隊, Squadron), and the ground units were designatedSeibutai (整備隊, Maintenance Units).
Other changes in the final stages of the war were the formation of "Special Attack Units" and "Air-shaking Units", which were short-lived units with their own names (often taken from Japanese mythology or history) and markings, but located within existing squadrons. These units were specially designated and trained with the mission of air-to-air ramming of Allied bomber aircraft. They usually had their armaments removed and their airframes reinforced.
In the final phase of the war, the Special Attack Units evolved into dedicated suicide units forkamikaze missions. Around 170 of these units were formed, 57 by the Instructor Air Division alone. Notionally equipped with 12 aircraft each, it eventually comprised around 2,000 aircraft.
The final reorganisation of the took place during preparation forOperation Ketsu-Go, the defence of the home islands in 1945 against expected invasion when all the Air Armies were combined under a centralised command of GeneralMasakazu Kawabe.[11]
Teishin Shudan ("Raiding Group") was the IJA'sspecial forces/airborne unit duringWorld War II. The wordteishin may be literally translated as "dash forward", and is usually translated as "raiding". It may also be regarded as similar to the "commando" designation in the terminology of other armies. Called adivision, the unit was a brigade-sized force, and was part of the Imperial Japanese Army Air Service (IJAAS). TheTeishin units were therefore distinct from themarineparachute units of theSpecial Naval Landing Forces.
'Giretsu' (義烈空挺隊,Giretsu Kūteitai) was an airbornespecial forces unit of theImperial Japanese Army formed fromArmy paratroopers, in late 1944 as a last-ditch attempt to reduce and delayAllied bombing raids on theJapanese home islands. TheGiretsu Special Forces unit was commanded by Lieutenant GeneralKyoji Tominaga.
In 1940 the Japanese Army Air Service consisted of the following:
The Japanese Air Army Force had one technical section, the First Tachikawa Air Army Arsenal, which was in charge of aviation research and development. The Arsenal included a testing section for captured Allied aircraft, the Air Technical Research Laboratory (Koku Gijutsu Kenkyujo).
The Army Air Arsenal was also connected withTachikawa Hikoki K.K. andRikugun Kokukosho K.K., the Army-owned and operated aircraft manufacturing companies. much as the IJNAS operated its own firm, theYokosuka Naval Air Technical Arsenal.
Due to the poor relations between the Imperial Japanese Army andImperial Japanese Navy, the Army found it necessary to procure and operate their ownaircraft carriers for the purposes of providing escort and protection for Army transport shipping convoys. These "auxiliariy escort carriers" were converted from merchant ships and possessed the capacity to operate few aircraft as well serve in some other auxiliary roles, depending on type and size.
Three classes were planned, all convertion of "TL Type cargo ships" (TL型), theSpecial 2TL Type (3 ships), Special 3TL Type (3 ships), and Special 4TL Type (0 ship), theSpecial 1TL Type being operated by the Navy. Only theYamashio Maru from the Special 2TL Type was completed before the war's end. Those carriers only had a modest airwing (8 for Yamashio Maru), as they kept some of their cargo and tanker capacity.
The army also developed "landing craft carriers" for amphibious assaults, with among them the Types "C" and "MC", which were fitted with flight decks for some limited aerial support. Four ships were planned, with only theAkitsu Maru andKumano Maru being completed before the war's end.
The only aircraft operated by those ships were theKokusai Ki-76 (STOL liaison aircraft), andKayaba Ka-1 (autogyros).
As an integral part of the IJA, the Army Air Service wore the standardImperial Japanese Army Uniforms. Only flying personnel and ground crews wore sky blue trim and stripes, while officers wore their ranks on sky blue patches.